Aeroplane-control mechanism



H. KLECKLEB. AER OPLANE CONTROL MECHANISM.

APPLICATION FILED AUG-10; 1917.

Patented Apr. 13, 1920 Q UNITED STATES PATENT OFFICE.

HENRY KIZIECKLER, OF BUFFALO, NEW YORK, ASSIGNOR TO CURTISS AEROPLANEAND MOTOR CORPORATION, A CORPORATION OF NEW YORK.

' AEROPLANE-CONTROL MECHANISM.

Specification of Letters Patent.

Patented Apr. 13, 1920.

Applicationfiled August 10, 1917. Serial No. 185,52d.

To all whom it mar concern: v

Be it known t at I; HENRY KLnoKLER,

.a citizen of the United States, residing at Mechanism, of which thefollowing is a proximity to the control.

specification.

My invention relates to aeroplane control mechanism and embodies astructure in which the control leads approximately parallel themechanism itself. The invention is further characterized by the mountingof one or more of the guides upon the movable control-wheel supports ina manner permitting of such movement without correspondingly moving theguide. This latter'construction is advantageous in that the control leadis held taut and positively in sliding engagement with the guideirrespective of the position of the support. The former construction isdesirable in that maximum operating space is accorded the pilot in closeStill another characteristic of the invention is the interconnection'ofdual control wheels or devices without extending the interconnectiondirectly between the devices. Moreover, the arrangement of the guides orpulleys is such that the control leads of the dual control (by removingthe interconnection) may be conveniently used in a single acting,capacity.

Of the drawings:

Figure 1 is a front elevation of the improved dual control mechanismconstituting the invention hereinafter claimed;

' Fig. 2 is a top plan View of the mechanism illustrated in Fig. 1, and

Fig. 8 is an end elevation with a portion of one of the walking beamsbroken away.

In its broad aspect it is apparent that the mounting of the guides andpulleys and the ensuing arrangement of the control leads is such that adual control mechanism is nonessential, although admittedly preferred.

By removing either one or the other of the control devices constitutinga part of the dual mechanism and re-arranging the control leads, the useof the control in a single acting capacity is obviously practical. Ineach instance, whether dual or single, the control lead or leads shouldfollow the lines of the mechanism rather than extend out right and leftfrom the control wheel or drum as heretofore. Furthermore, in eitherinstance, the mounting of the terminal pulleys should be carried out inthe manner herein set forth so that the cable leads may be retained tautregardless of the degree of oscillation accorded the control wheelsupport.

The control mechanism is designated in its entirety by the numeral 10.It comprises a shaft 11 terminally equipped with walking beams 12 of apeculiar construction conducive to lightness. and increased strength.These beams 12 are mounted for oscillation with the shaft 11 and areconnected by appropriate connections 13 with the elevator flaps (notshown). Intermediately the shaft 11 is equipped with suitably spacedcolumns 14: arranged preferably at points equidistantly removed from theimmediate point of the shaft. Said columns are braced as at 15 to theshaft 11 and terminally designated 18, (in each instance) carries a pairof guides or drums. These drums, 18 and .19 lie respectively in advanceof and to the rear of the elbow 17 and may be described as mounted uponthe extended axis of the wheel.

At the foot of each column 1 1 a pair of guides or pulleys 20 and 21 aredisposed.

These pulleys, like the pulleys 18 and 19 are commonly supported oneabout the extended axis of the other, one in advance of and one to therear of said column. The

pulley 20 will be hereinafter referred to as the pulley corresponding tothe guide 18 and the pulley 21 to the guide 19. This description isbelieved to be appropriate in that the axes of the several guides andpulleys lie parallel although in different planes. The mounting for eachpair of foot pulleysis of the bracket type and designated 22. Moreover,the axis of the shaft 11 is substantially tangent to the groovedperipheries of the several pulleys 20 and-21. Laterally out from thepulleys 20 and 21, and in close proximity to each walking beam 12.

straddle the shaft 11. A collar 26, loosely;

mounted upon the shaft 11, fits between the legs 25 of the pulleyhousing to serve as the pulley support. The connection between i the leg25, and the collar 26 for each pulley is preferably a pivot connectionand isdesignated 27. This arrangement of the guides or pulleys 23 at theextremities of the shaft 11 is such that the control leads 28 whichinterconnect respectively the wheels 16 and the control surfaces .(not,shown). may follow approximately the lines o-fth'e control, mechanism toa convenient point of depafr'i'j ture remote from the positionoccupied-by the. pilot or pilots in directing flight. .In

tracing the path ofthe leads 28 it will be noted that they extendforwardly to the pul-' 30 leys 23 thence inwardly approximatelyparvallelwith the axis of the shaft 11 to the pulleys 20 and thenceupwardly approximately parallel with the columns 14 to thedrums orguides 18 mounted at the column ends. Wheel manipulation isthuseffective in-directing control. I For a dual control it is essentialthat the control devices be interconnected when the control surfacesaredouble acting. Obviously a direct connection between the controlwheelsis objectionable. To-so connect them would "hamper the pilot orpilots in directing control and prevent access to the pilot seatsbetween the control devices. The interconnection between said devices isdesignated 29. It comprises an endless cable or lead arranged toapproximately parallel the axis of the shaft 11 and the columns 14throughout its length. The-guides 19 and the pulleys 21 serve as thecable guides.

Through rotation of the wheels to either the right or left thebalancingsurfaces, if double acting, are moved simultaneously, one up. and onedown, i. e.,to assume respectively a positive and a negative angle ofincidence. The control leads, under all circumstances, follow thecontrol mechanism to a convenient point of departure that the usefulspace in the vicinity of thecontrol mechanism may be increased andcontrol enhanced.- The mounting of the terminal pulleys 23 avoids slackin the control leads as does also the mounting of the pulleys 20 in suchmanner that the axis' of the shaft 11 lies tangent thereto. Appropriateintermeof said wheel.

diate and terminal bearings effectually supportthe shaft.

*VVhile in the foregoing there has been illustrated in the drawings anddescribed in the specification sucll combination and ar rangement ofelements asconstitute the preferred construction or embodiment of thisinvention, it is nevertheless desired to-emphasizethe fact thatinterpretation of the invention should only be conclusive when made inthe light of the subjoined claims.

What is claimed is:

1. In aeroplane-control mechanism, a com trol device,- a movablesupport, a 7 guide loosely mounted upon said support in such manner thatthe support may be moved without correspondingly moving said guide, theaxis of the guide and the axis of the support being unalined and removedone from the other, and 'a control-dead trained, over said guide formanipulation by move- 'ment of said device.

I 2.. In aeroplane control mechanism, a control wheel, an oscillatablesupport,.a guide loosely mounted upon said supportwwith its axissubstantially at right angles to and ,fixed with respect to theaxis'of'o'scillation of said support, -and a control lead trained oversaid guide. for manipulation byimovement 3. In airplane controlmechanism, a support, separate columns carried byI the sup port,separate control devices mounted upon the ends of the columns, separatecontrol leadsi'for the different control devices, the

. control leads in each instance'being extended off from the controldevices in the direction of. the length of the columns, and a connectionbetween the separate control devices likewise extended off therefrom inthe direction of the length of the columns, the connection for a portionof 4 its length lying closely adjacent and in parallelism with thesupport.

4C. In aeroplane controlmechanism, a shaft, separate columns erectedupon said shaft, a control wheel carried by each column, a control leadfor each wheel, guides for the control leads arranged to approximatelyparallel the paths of the control leads with the columns and shaft axisrespectively, and an interconnection between said wheels correspondinglyarranged in approximate parallelism with the columns and shaft axisrespectively.

. 5. In aeroplane control mechanism, a sup- .port, separate controldevices mounted upon shaft, columns erectedupon said shaft, a

control device mounted at the outer end of each column, pairs of guidesmounted respectively at the foot of and at the outer end of each column,separate control leads arranged to contact the corresponding guides ofeach pair, and an interconnection remaining guide of each pair.

In testimony whereof I hereunto affix my signature.

HENRY KLECKLER

